WO2009056415A1

WO2009056415A1 - Drive having axle-mounted transmission for high speeds

Info

Publication number: WO2009056415A1
Application number: PCT/EP2008/062997
Authority: WO
Inventors: Jochen Brandstetter; Gerd Löffler; Hugo Rackl; Herbert Reitmayr; Thomas Weidenfelder
Original assignee: Siemens Transportation Systems Gmbh & Co. Kg
Priority date: 2007-10-31
Filing date: 2008-09-29
Publication date: 2009-05-07
Also published as: EP2214946B1; PL2214946T3; US20100300324A1; UA103601C2; RU2010117172A; CN102026859A; RU2488503C2; US9174654B2; CN102026859B; ES2715923T3; EP2214946A1; AT505902B1; AT505902A4

Abstract

The invention relates to a bogie (101) for locomotives, wherein two wheelsets, each having an associated drive unit, are disposed in a bogie frame (102), wherein the wheelsets each are made of one wheelset shaft (103) and two wheels (104, 105), and the associated drive unit comprises a motor unit (106) and a transmission (107) disposed to ride on the axle, and each motor unit (106) is suspended at three points, namely at a main pivot point (108) on the transverse beam (109) of the bogie frame (102) and two mounting points (110, 111) on a head beam (112) of the bogie frame (102), wherein the motor unit (106) is transversally elastically suspended, the transmission is mounted pivotally about the wheelset shaft (103) but not displaceably along the wheelset shaft (103), and is further connected to the motor unit (106) by means of a transmission torque support (113), and the drive unit comprises a clutch (114) by which the motor unit (106) has a driving connection to the wheelset by means of the transmission (107).

Description

description

Drive with axle-riding gearbox for high speeds

The invention relates to a bogie for locomotives according to the preamble of patent claim 1.

In the bogie frame are generally arranged two drive wheels with associated drive unit, wherein the drive unit is suspended in the bogie frame.

The simplest type of suspension of drive units is the Tatzlagerantrieb. DE 195 30 155 Al describes such a solution in which the engine is supported on one side with two Tatzlagern on the wheel axle of the drive wheels and is resiliently supported on the other side on the bogie. Engine and transmission are arranged achsreitend. In this type of drive, the mass of the engine and the transmission largely unsprung on the wheelset. Disadvantage of this Tatzlageranbindung is that introduced by the unevenness of the track forces (accelerations) are transferred directly to the drive. This effect increases as the speed increases. Large unsprung masses or moments of inertia of the primarily sprung masses give rise to instabilities and very high forces between wheel and rail, which necessitate other solutions.

In particular, the horizontal vibration behavior is distracting at speeds above about 140 km / h, with generally superimposed on a translational vibration with a transverse to the track amplitude and a torsional vibration about a vertical axis to a rolling motion. This problem of driving stability or driving safety of powered rail vehicles is encountered in different ways.

For example, the effect commonly known in the art as eradication is often used to affect transverse and torsional vibrations about the vertical axis of the landing gear and thereby significantly improve the stability of the vehicle. In the eradication natural frequencies of the bogie or the locomotive are superimposed and damped by the vibration of an additional vibration mass.

This effect is achieved by decoupling the masses of the drive from the rest of the chassis. Especially at high speeds, a decoupling from a running point of view (unstable driving behavior) is necessary, which is why heavy locomotive drives are used with achsreitendem transmission so far only up to speeds of 160 km / h.

In locomotive bogies for high speeds up to over 300 km / h, for example, fully sprung hollow shaft drives are used. Here, the engine and transmission are decoupled from the wheel and the power is transmitted to the wheelset via a hollow shaft that surrounds the entire axle. This solution is very expensive and heavy due to its complex construction.

EP 0 444 016 Bl shows an example of such a solution. The traction motor and the flanged gearbox are each suspended elastically via vertically extending leaf springs in the bogie frame and thus act together as a absorber for transverse and torsional vibrations about the vertical axis of the bogie. Disadvantages of this solution are the complicated construction, the great weight and the high costs caused by the necessity of installing a hollow shaft. A bogie according to the preamble of claim 1 is known from EP 0 589 866 Bl. However, while the gearbox is flanged directly to the traction motor and the motor-gear unit suspended by means of resilient elements in the bogie. In addition to the high weight, the complex design and the high cost of this solution are disadvantageous here.

The object of the invention was therefore to construct a drive bogie with an off-going transmission, which can be operated at speeds of more than 160 km / h and is inexpensive to manufacture.

This object is achieved on the basis of a bogie of the type mentioned above in that according to the invention the motor unit (106) is suspended in transverse elasticity, the gear (107) being rotatable about the wheelset shaft (103) but immovable along the wheel set shaft (103 ) is mounted and the drive unit comprises a coupling (114) through which the motor unit (106) via the gear (107) is drivingly connected to the wheelset.

It is a merit of the invention that a bogie is provided in which the drive unit is arranged such that both vibrations transverse to the direction of travel of

Rail vehicle and torsional vibrations around the vertical axis of the bogie are significantly reduced. The cross-elastic suspension of the motor unit acts as a absorber.

The clutch allows the decoupling of motor unit and axle-going gearbox, which proves to be favorable, since there is relative movement between the oscillating motor unit and the gearbox. The clutch also transfers the torque from the engine unit to the transmission or to the wheelset shaft. The coupling is arranged following the motor shaft. [CLAIM 2] Advantageously, the transmission (107) via a transmission torque arm (113) with the

Bogie frame (102) connected. This dissipates the transmission torque to the bogie frame.

[CLAIM 3] In a variant of the invention, the transmission (107) is connected to the engine unit (106) via a transmission torque support (113).

The fact that the transmission is connected via a torque arm to the motor unit, on the one hand saves a connection point on the chassis frame, on the other hand, the relative movement between the engine unit and clutch and therefore the clutch travel during compression of the vehicle are reduced during operation. Thanks to this solution, it is possible to drive high speeds with high masses, which was previously not possible with comparable bogies or drive systems with a raging gearbox.

The transverse elastic suspension of the motor unit becomes [CLAIM

4] advantageously by means of two pendulum-like connecting pieces (115, 116) realized, with which the motor unit (106) at the two attachment points (110, 111) on the head support (112) of the bogie frame (102) is suspended.

The pendulum-type connecting pieces have bearings with a certain torsional rigidity in their end regions, which allow movements in all spatial directions to a limited extent. In principle, various embodiments of the pendulum-type connecting pieces are conceivable, for example, they could also be realized as leaf springs.

A particularly favorable effect of the gearbox torque arm can be achieved if the point, [CLAIM 5] on the Transmission torque arm (113) is connected to the motor unit (106), as close as possible to the clutch (114) is arranged. The coupling is arranged following the motor shaft. Under as close as possible here is an arrangement to understand in which the transmission torque arm is mounted as close to the clutch, as is possible within the design constraints, so that proper functioning of the clutch is still guaranteed. The ideal position of the transmission torque arm lies exactly in the longitudinal direction of the vehicle

Height of the motor shaft. Strictly speaking, therefore, the point at which the transmission torque arm is attached to the housing of the motor unit is to be located as close as possible to the point where the motor shaft emerges from the housing of the motor unit. By such an arrangement of the transmission torque arm, the relative movement between the clutch and motor unit during compression of the rail vehicle while driving is reduced to a minimum, which is gentle on the individual components of the drive unit.

[CLAIM 6] The transmission torque arm (113) is advantageously designed as a pendulum-like connector. Similar to the connectors with which the motor unit is suspended on the head carrier of the bogie frame, the pendulum-like connector here consists of a kind of axle having at its ends bearings that allow movement of the transmission torque arm.

An advantageous suspension of the motor unit in the bogie according to the invention can be realized if [APPROACH 7] the suspension of the motor unit (106) on the head support (112) of the bogie frame (102) by means of at least one support arm (117, 118), wherein the connection between the support arm (117, 118) and the attachment points (110, 111) via at least one interchangeable Tragarmadapter (119). The support arm is arranged substantially horizontally. In addition to the possible as the simplest embodiment variant with exactly one arm preferably two support arms are used, which can be a simpler connection with the attachment points or the Tragarmadaptern realize. The Tragarmadapter are bolted or welded to the support arms, for example.

Conveniently, [CLAIM 8] two pairs of support arms (117, 118, 122) are provided, which are arranged side by side and each consist of an upper and a lower support arm.

As a result, a special stability of the construction is given, furthermore, the connection between support arms and Tragarmadaptern can make more stable.

The fact that the connection between the Tragarmadaptern and the attachment points on the bogie frame via the Tragarmadapter, a modular design can be realized with which the bogie frame can be tailored to the intended application area. In a variant of the invention [claim 9] are the

Support arm adapter (119), for example, configured such that they are directly connected rigidly to the attachment points (110, 111) on the head support (112) of the bogie frame (102).

Such an embodiment can, for example, for

Rail vehicles are used, which reach a maximum speed of 160 km / h. By such an embodiment, for example, stop means and damping elements could be saved, as it comes through the rigid connection to no vibration movements of the motor unit, further no pendulum-type connectors are necessary, thereby significantly reducing the cost of such a bogie. In a further variant [ANSPRUCH 10] the Tragarmadapter (119) are designed such that the connection of a Tragarmadapter (119) and the attachment point (110, 111) on the head support (112) of the bogie frame (102) with a pendulum-like connector (115 , 116).

With this pendulum suspension, as is done by the use of pendulum-like connectors, higher masses and speeds for rail vehicles can be realized with the bogie according to the invention. Speeds over 160 km / h are possible.

Transverse and torsional vibrations about the vertical axis of a bogie according to the invention can be further reduced [ANSWER 11] if a damping element (120) acting transversely to the longitudinal axis of the bogie (101) is provided in a manner known per se between the drive unit and the bogie frame (102) is.

This damping element may be, for example, a pneumatic or hydraulic damper, other embodiments using rubber or elastomeric elements are conceivable. By the arrangement of such a damping element, an optimization of the absorption effect is possible by the improved tuning characteristic of the drive or motor unit relative to the bogie frame. In a further embodiment of the invention, [CLAIM 12] on the head carrier (112) is arranged at least one stop device (121) bounding the movement of the motor unit (106) in the transverse direction to the longitudinal axis of the bogie frame (102). This allows the amplitude of the pendulum movement of the

Motor unit are kept within predefined limits, whereby damage to the bogie is prevented by the motor or drive unit. Further advantages and details of the invention will become apparent from the following description of exemplary embodiments with reference to the drawing and in conjunction with the features characterized in the claims. In the drawing shows

1 is a detail of a plan view of the bogie according to the invention,

2 is a fragmentary cross-section of the bogie of FIG. 1 along the line A-A, FIG.

3 is a fragmentary front view of the bogie according to the invention,

4 is a perspective fragmentary view of the bogie according to the invention,

5a shows the support arms for suspending the motor unit in the bogie frame in an embodiment which allows a swinging suspension,

Fig. 5b, the support arms for suspending the motor unit in the bogie frame in an embodiment which allows a pendulous suspension, and

Fig. 6 is a detail of a plan view of the bogie according to the invention, in which the transmission is supported on the bogie frame.

The figures each show sections of a bogie 101, in which two wheelsets are mounted in a conventional manner, and are driven by a respective motor unit 106. Fig. 1 shows the right side of a bogie frame 102 of a bogie 101 according to the invention, wherein on the left side of Fig. 1, the cross member 109 and on the right side of the head carrier 112 are shown. Furthermore, a drive wheel set, consisting of a wheelset shaft 103rd and two wheels 104, 105. The wheelset is limitedly movable against the bogie frame 102.

Fig. 1 also shows a drive unit consisting of a motor unit 106, a gear 107 and a clutch 114. The components of the clutch 114, for example, two clutch star for transmitting the torque from the motor unit 106 to the wheelset 103, are directly after the motor shaft 123rd arranged. The gear 107 is mounted axially on the wheelset shaft 103, being mounted movably but immovably along the shaft about the wheelset shaft 103. The drive unit is suspended in three places in the bogie frame 102, namely at the main pivot point 108 on the cross member 109 and in two attachment points 110, 111, which are not visible in Fig. 1, since they are covered by the head carrier 112.

The connection between the motor unit 106 and the attachment points 110, 111 on the head carrier 112 of the

Bogie frame 102 is carried out by means of support arms 117, 118, on which on the sides of the head support 112 each support arm adapter 119 (FIG. 4) are arranged, but which are also hidden in Fig. 1 by the head carrier 112. In the present embodiment of the invention, two pairs of support arms 117, 118 are provided, which are arranged side by side. From Fig. 4 it can be seen that in each case an upper 117 and a lower arm 122 are provided. Both support arms are connected here to the Tragarmadapter 119. In principle, a suspension with only one support arm would be conceivable, even variants with more than four support arms are of course possible. By providing two pairs of support arms, each consisting of an upper support arm 117, 118 and a lower support arm 122 and connected by a Tragarmadapter 119 with the bogie frame 102, modular solutions for the suspension of the motor unit 106 in the bogie frame 102 can be realized , In addition, this solution improves the structural stability of the suspension. For example, the support arm adapter 119 may be realized such that a swapping of the upper 117, 118 and lower 122 support arms a rigid, non-oscillating connection with the bogie frame 102 and the head support is made possible. Thus, both a rigid and a swinging suspension of the motor unit 106 could be realized with the same components. In addition, this modular design makes it possible to remove the wheel set shaft 103 while the motor unit 106 remains mounted in the bogie frame 102. The possible is very nicely recognizable from Fig. 4: By removing the lower support arms 122, the Ausachsen can be performed without further reconstruction work on the bogie 101 must be made.

Fig. 5a shows the support arms 117, 122 in detail - in this embodiment, the connection of the support arms 117, 122 to the bogie frame 102 by means of a pendulum-like connector 115, which is connected via the Tragarmadapter 119 with the support arms 117, 122. The embodiment in which there is a rigid connection of the support arms 117, 122, that is, the motor unit 106, with the bogie frame 102, is shown in Fig. 5b. Such a variant allows the saving of stop devices, transverse dampers and the like. From the Fign. 5a and 5b it can be seen that, in principle, the support arms for the realization of the two possible variants must be easily replaced - the upper support arm is then the lower support arm, or vice versa. Fig. 2 shows a section of the bogie 101 of Fig. 1 along the line A-A. Here it can be seen that between the Tragarmadaptern 119 and the attachment points 110, 111 pendulum-like connecting pieces 115, 116 are arranged, which allow a pivotable mounting of the drive or motor unit 106 in the bogie frame 102. These pendulum-like

Connectors 115, 116 are also shown in FIGS. 3 and 4 clearly visible. The attachment of the connecting pieces 115, 116 to the Tragarmadaptern 119 via a bearing with a certain torsional rigidity, which allows oscillation of the motor unit 106 and thus an inventive functioning as absorber mass.

Under pendulum-like is understood here a device that allows it to be offset by deflection from the rest position in oscillation and swing around the central, lowest point of the center of mass. In the present case, this means that the motor unit 106, which is suspended on pendulum-type connecting pieces 115, 116 in the bogie frame 102, is set in vibration by accelerations which can occur during the travel of a rail vehicle and thus acts as a damping mass for the bogie 101. This oscillatory movement is also defined by the bearing at the main pivot point 108 on the cross member 109 (as well as by the pendulum suspension on the head carrier) of the bogie frame 102.

The pendulum-like connecting pieces 115, 116 can also be realized as leaf springs.

In Fig. 3 it can be seen that further between the drive unit and the bogie frame 102 for damping the motor movement suitable damping unit 120 is provided, which is installed in the transverse direction to the longitudinal axis of the bogie 101. This damping unit 120 is designed for example hydraulically or pneumatically, but can also be configured differently. Also in the Fign. 1 and 4, the damping unit 120 is partially visible. The arrangement of the gearbox torque arm 113 on the housing of the motor unit 106 is also advantageous. The gearbox torque arm 113 is arranged between the gearbox 107 and the motor unit 106. The attachment of the transmission torque arm 113 is carried out on the housing of the motor unit 106th

In order to achieve a favorable effect of the transmission torque arm 113, it is so close to the housing of the motor unit 106 arranged as possible at the location where the motor shaft 123. The ideal position of the transmission torque arm lies in the vehicle longitudinal direction at exactly the height of the motor shaft. Under as close as possible here is the structurally just acceptable distance to understand that allows proper operation of gear 107 and clutch 114. The smaller the distance, the lower the relative movement between the gear 107 and the motor unit 106 during operational compression of the bogie 101. The reduction of the relative movements acts clutch-friendly.

The transmission torque arm 113 is similar to the suspensions of the motor unit 106 on the head support 112 of the bogie frame 102 designed as a pending connection.

By this moment support on the one hand a connection point on the bogie frame 102 is saved, on the other hand, the clutch travel during compression of the vehicle are minimized during operation.

Another embodiment of the invention provides that the transmission torque arm 113 is not connected to the motor unit 106, but to the cross member 109 of the bogie frame 102. Such a solution is shown in Fig. 6, where the transmission pivot 124 is disposed on the cross member 109 of the bogie frame 102. It should be noted that the illustration in FIG. 6 is only schematic and an actual design will be made slightly different according to the real requirements. To prevent the motor unit 106 from swinging too much, the bogie frame 102 is a

Stop device 121 arranged that intercepts too large amplitudes of the vibrating motor unit 106. Thus, any damage to the bogie 101 can be prevented by the motor unit 106. In principle, it is possible to realize different drive variants with the bogie according to the invention. At the three provided attachment points, for example, a fixed mounted on the frame pinion hollow shaft drive can be suspended, further incorporation of a flexible hollow shaft drive as just presented, but also the installation of a conventional hollow shaft drive with elastic fixation for high speeds possible.

Reference sign list

101 bogie

102 Bogie frame 103 Wheelset axle

104, 105 wheel

106 motor unit

107 gearbox

108 Main pivot 109 Cross member

110, 111 attachment point

112 head carrier

113 Transmission torque arm

114 Coupling 115, 116 Pendulum-like connection

117, 118, 122 support arm

119 Support arm adapter

120 damping element

121 Stop device 123 Motor shaft 124 Transmission pivot point

Claims

New claims

1. bogie (101) for locomotives, in which in a bogie frame (102) two sets of wheels are arranged with each associated drive unit, the wheel sets each consist of a wheelset (103) and two wheels (104, 105) and the associated drive unit one Motor unit (106) and an achsreitend arranged gear (107) and the motor unit (106) each at three points, namely at a main pivot point (108) on the cross member (109) of the

Bogie frame (102) and two attachment points (110, 111) on a head support (112) of the bogie frame (102) is suspended, and wherein the motor unit (106) is suspended transversely elastically and the drive unit has a coupling (114) through which the motor unit (106) via the transmission (107) is drive-connected to the wheelset. characterized in that the gear (107) about the wheelset shaft (103) rotatably, but immovably along the wheelset shaft (103) is mounted

2. bogie (101) according to claim 1, characterized in that the transmission (107) via a transmission torque arm (113) with the bogie frame (102) is connected.

3. bogie (101) according to claim 1, characterized in that the transmission (107) via a transmission torque arm (113) to the motor unit (106) is connected.

4. Bogie (101) according to one of claims 1 to 3, characterized in that the transversely elastic suspension of the motor unit (106) by means of two pendulum-like connecting pieces (115, 116) is carried out, with which the motor unit (106) at the two attachment points (106). 110, 111) on the head support (112) of the bogie frame (102) is suspended.

5. bogie (101) according to claim 3 or 4, characterized in that the point at which the transmission torque arm (113) is connected to the motor unit (106), as close as possible to the clutch (114) is arranged.

6. bogie (101) according to one of claims 1 to 5, characterized in that the transmission torque arm (113) is designed as a pendulum-like connector.

7. bogie (101) according to one of claims 1 to 6, characterized in that the suspension of the motor unit

(106) on the head support (112) of the bogie frame (102) by means of at least one support arm (117, 118), wherein the connection between the support arm (117, 118) and the

Attachment points (110, 111) via at least one interchangeable Tragarmadapter (119).

8. bogie (101) according to claim 7, characterized in that two pairs of support arms (117, 118) are provided, which are arranged side by side and each consist of an upper and a lower support arm.

9. bogie (101) according to claim 7 or 8, referring back to one of claims 1 to 3, 5 or 6, characterized in that the Tragarmadapter (119) are designed such that they directly with the

Attachment points (110, 111) on the head support (112) of the bogie frame (102) are rigidly connected.

10. bogie (101) according to claim 7 or 8, characterized in that the Tragarmadapter (119) are designed such that the connection of a

Support arm adapter (119) and the attachment point (110, 111) on the head support (112) of the bogie frame (102) with a pendulum-like connector (115, 116).

11. bogie (101) according to one of claims 1 to 10, characterized in that between the drive unit and the bogie frame (102) in a conventional manner a transversely to the longitudinal axis of the bogie (101) acting damping element (120) is provided.

12. bogie (101) according to one of claims 1 to 11, characterized in that the head carrier (112) at least one, the movement of the motor unit (106) in the transverse direction to the longitudinal axis of the bogie frame (102) limiting abutment device (121) is arranged.